Engine control means



April 9,1940. R. DICK ENGINE CONTROL MEANS Filed Dec. 18, i936 3 SheetBFSheet 1 3 mm m A Mm @x T mum W M m Lhw am 3 L 6 v A wt V Ap 9, 1940. R. DICK 2mm: cpmnox. umus Filed Dec. 18, 1936 s Sheets-Sheet 2 INVENTOR. Poss/fizz. D/cx A TTORNE Y April 9, 1M0. R, I, ENGINE CONTROL IEANS Filed Dec. 18, 1936 3 Sheets-Sheet. 3

INVENTOR. F'OBERT Z. DICK BY G2. 4. Add,

ATTORNEY Patented Apr. 9, 1940 PATE NT OFFICE ENGINE CONTROL MEANS Robert I. Dick, Beloit,

banks, Morse & 00., tion of Illinois Wis.,

.assign'or'to Fair- Chicago, 111., a corpora- Application December 18, 1936,Serial No. 116,501

9 Claims.

This invention relates to improvements in engine control means, and more particularly to an improved control mechanism for use with two or more engines, adapted selectively, to provide for a unified or concurrent control of the engines, or for an independent control of each thereof. I

The control mechanism embodying the novel features of this invention, is particularly suited for well drilling rigs and the like, wherein a plurality of engines are utilized in the well drilling operations, as in the instance of oil well drilling where one of the engines may be used for the drilling operation and another for operating the slush pumps. In such case and particularly where internal combustion engines of the Diesel type are employed, according to the now prevailing practice, a ready and facile control of engine speed must be provided, so that during certain stages of the'well drilling process, the engine speeds may be regulated and controlled either concurrently or separately, according to the demand therefor. Moreover, it is most desirable under the presently prevailing well drilling requirements; to provide a control mechanism which may be readily operated from a single control station, located either adjacent to or remotely from the engines and drilling equipment.

Accordingly, an object of this invention is to provide an efiicient and positive engine control I mechanism in operative association with the speed governor organizations of the engines, adapted for regulating the engine governors to control the engine speeds, and to provide a'control which attains selectively, either a unified speed control of all; the engines utilized, or a separate and independent speed control'of the engines, and further, in which the manipulative "elements of the control mechanism may be located at a control station remote from the en'- gines. i

Another object of the invention is to provide, in operative association with the improved control mechanism of the general character described, means for selectively regulating the slow speed control setting of the mechanism.

Another object is attained in the provisionof a control for the engine power transmission mechanism actuated by an operating element of the engine speed control mechanism, the actuation of the transmission control being efiected by the speed control operating element without such operating element aiiecting the speed control.

A further object is found in the provision of an improved engine speed control mechanism of the character described, which is comprised of but few parts, arranged and assembled in a manner to provide a gine speed. a

Further objects and advantages will appear from the following description, and from the drawing, in which:

Fig. 1 is a longitudinal assembly elevation of 10 a pair of internal combustion engines illustrating the improved control mechanism of this invention, in operative assembly with the engines; Fig. 2 is an assembly plan view of the arrangement of Fig. 1; Fig. 3 is an enlarged l5 transverse elevation partly in section, of a part of the organization of Fig. 1, as viewed from line '3-3 therein; Fig. 4 is an enlarged side elevation of a portion ofthe organization of Figs. 1

and 2, as viewed from line 4-4 of Fig. 2; Fig. 5 20 is a fragmentary sectional elevation of the control mechanism, as viewed from line 55 in Fig. 4; Fig. 6 is "an enlarged side elevation of a portion of the organization of Figs. 1 and 2, as viewed from line 6-6 in Fig. 2; Fig. 7 illus- 5 trates in side elevation, a modification of that part of the control mechanism shown'in Fig. 5; Fig. 8' is an end elevation of the modified structure; asviewed from line 8--8 in Fig. 7; Fig. 9 illustrates a further modified a part of the improved control mechanism, the view showing portions thereof in section for the purpose of better illustrating certain features of the structure; Figs. 10, 11, 12 and 13 are enlarged transverse sections of the structure, as 35 taken respectively, along lines Ill-l0, l|l l, l2-l2, and |"3|3 in Fig. 9, and Fig,'14 is an enlarged longitudinal section of a' portion of the modified structure, as taken along line l4--l4 in Fig. 9. 40

Referring to the drawings by suitable characters of reference, there is shown in Figs. 1 and 2 a pair of internal combustion engines Ill and H, arranged in substantially end-to-end relation with their driving sprockets or pulleys respectively, adjacently disposed. For of illustration, the engines Ill and preferably of the Diesel type, may form the power units of an oil well drilling rig, in which case one of the engines, say I 0, may be utilized for 5 the drilling operations, while engine ll may operate'the mud andslush pumps. Each engine may be mounted on its own foundation structure, or both secured upon a common foundation, as desired. In the present'example, each engine is 55 purposes I I, which are positive regulation of en- 6 structure forming 30 I2 and I3 shown as mounted upon a pair of I-beams ll extending longitudinally of the engine.

As will be readily understood by those familiar with the well drilling art and with drilling rigs utilizing a plurality of engine units, one for the drilling operations and another for operating the well pumps, that it is desirable during certain stages of the drilling process, to regulate the speed of the pump operating engines independently of the speed control of the drilling engine, and at other times, to regulate the speed of both engines simultaneously. Accordingly, pose of this invention as above noted, is-toprovide an engine speed control capable of attaining selectively, a separate or unified regulation of engine speeds. To this end is provided the improved control mechanism now to be described.

The engines l6 and H are provided'respective- 1y, with speed governor organizations denoted generally by the numerals l6 and H, the governors being of any suitable type andprovided respectively, with regulating arms l8 and IS with which the control mechanism of this invention functions to regulate the speed of the engines.

A supportingframe for a part of the control mechanism is carried by the I-beams M, supporting one of the engines, in the present illustration-by those supporting the engine ill.- The frame as clearly appears in Fig. 3, is essentially a pair of upright elements 20, and a horizontally arranged member 22 extending transversely of the engine and'supported upon the elements 23 in any suitable manner. A bearing element 23'is secured upon one end 24 of the member 22, while a similar bearing element 25 is likewise-secured to the opposite end'ZB of the member. A controlshaft 28 has its end portions 29 and 36 journalled respectively, in the bearings 23 and 25, with the shaft end 30 extended outwardly beyond the bearing 25 (Figs. 3 and 5) to serve as an operative support for certain of the control elements now to be described.

Disposed at a control station located either adjacently to the engine organization, or remotely therefrom, is a main controlshaft 3! having. its ends journalled in spaced supports '32. As shown, these supports are by preference, secured upon I-beam sections 34, although they may be mounted in ,anyrother suitable manner. To one end of the shaft 3| is secureda manually controlled, shaft operating element or hand wheel 35, and to the opposite end of the shaft is secured a gear or sprocket element 36. Engaging sprocket 36 is a drive chain 31 which operatively connects the shaft 3! and sprocket 36 to a sprocket 38 carried by the end 30 of control shaft 28, sprocket 38being secured to the shaft end Sll-by means of a suitable key 4!] (Fig.5) Thus control manipulation of the hand wheel 35'serves' to rotate its shaft 3!, and through the described sprocket and chain drive connection, to rotate the control shaft 28.

Rotation of control shaft 23"is utilized to actuate the regulating arm is of governor [6 associated with engine if], the manner of connecting arm I? toshaft 23- best appearing in Figs. 3 and-6. To the end portion 28 of shaft 28 is secured a crank arm 4|, the free end 42 of which may be furcated as shown, to receive between the furcate e1ements'43, one end M of a member 48, the crank arm and member being pivotally connected by a suitable pivot pin 41 seated in the furcate elements 43. The opposite end of the member 66 is, by preference, expanded and provided with a threaded, axial bore 48 to receive the the pur-* threaded end 49 of a tie-rod 50. The rod 50 is extended toward the governor l6 and has its end 52 pivotally connected to the governor regulating arm [8 through a link element 53, one end 56 of which engages the end 52 of rod 50, with its opposite end 55 pivotally connected to the free end 56 of governor arm l8 by a pin 58. The rod end 52 is threaded as shown, to receive a pair of securing nuts 53 located on opposite sides of the link end 54, these nuts serving to permit adjustment of the link end 54 along the rod end 52" and to maintain the link and rod in assembly and in adjusted relation. Moreover, by reason of the described adjustable connection of the rod end 52 and link 53, and the threaded engagement of the rod end.49 and member 46, the operative lengthof the cooperating rod and member may be adjusted as required.

From the foregoing description of the control arrangement, it will be readily observed that by actuating theicontrol'wheel 35 to rotate its shat 3!, shaft 28 will be rotated, through the heretoioredescribedsprocket and chain drive connection therebetween, rotation of shaft 28 being transmitted to the governor regulating arm l8 through thedescribed'linkage system. Hence, a control of the governor is to regulate the speed of. engine In, is readily attained through manipulation of the hand wheel 35.

As a-means for yieldably maintainingthe shaft 28in any adjusted position, as determined by the actuation of control wheel 35, a finger element (ill-is provided, having a hub 6| seated on the shaft end 30and secured thereto, as by a key 32. The free end portion of the finger is axially bored as at 34 to receive a plunger element GE-anda spring. 66, the spring serving to urge the plunger outwardly of the bore 64 and into yieldable lockingengagement with the'teeth of a-ratchet segment 61,-in the manner shown in Figs. 4 and 5. Segment 61 may be carried by and formed as a part of theshaft bearing element 25, as preferred and illustrated in Fig. 5.

Movement of shaft 28 under-the control of hand wheel 35, while providing for the regulation of governor I6 on engine l0, may be utilized also for regulating the governor mechanism ll associated with engine II, to provide a unified and concurrent regulation of the engine speed ofboth engines l0 and II In attaining this end, an arm or pitman 68 may be provided on the hub SI of finger element 60, the arm preferably being-formed as an integral part of the hub. The free end of the arm is of bifurcate form as shown, and seated between the furcate elements 19 thereof, is one end II of a member or bar I2, the bar end being pivotally connected to the furcate elements through a pivot pin .13. The pivotal connection of the bar 12 to the pitman furcate elements is, by preference, made in a manner to permit a ready removal of the pin 13 so as to effect a disconnection of bar 12 from pitman 63, for a purpose which will later. appear.

The bar 12 is operatively connected to the regulating arm IQ of governor l1 associated with engine H, through a rod 14 and a link element 16, the link having one end 11 pivotally connected to the governor arm l3 through a pin connection l8 and its opposite end adjustably connected to the end 19 of rod 14, as by the adjustable securing nuts 80. The end 32 of rod. i l threadedly engages the end 83 of bar 12, as shown in Fig. 4. Through the threaded connectionof bar 12 'and rod 14, and the adjustable connection of the link 16 to rod 14, the effective length main control wheel 35. It will be observed also,

that by removing the pin 13 so as to disconnect the bar 12 from the pitman 68, actuation of wheel 35 to rotate shaft 28 will effect a direct control of the governor IE to regulate the speed of engine ID, independently of any regulation of engine H. Thus the described control mechanism may be utilized either for an independent regulation of the speed of engine ID, or for a concurrent control of the speed of both engines I0 and H, the latter control depending upon the connection of bar 12 to the pitman 68.

In order to effect an independent speed regulation of the engine ll, an auxiliary control mechanism is provided in the presently improved control system. The auxiliary control comprises an operating shaft 86 preferably disposed parallel to' shaft 3| and with its ends journalled in the supports 32. One end of shaft 86 carries an operating wheel 81', while the opposite shaft end carries a sprocket 88. A sprocker 89 is carried by and is free to rotate on the end 39 of shaft 28,- the sprocket 89' being operatively connected with the sprocket 88 by a chain 99, as shown in Figs. 3 and 5. For convenience in maintaining the sprocket 89 on the shaft end 39, the sprocket is located between the sprocket 38 and the finger and pitman structure Ell-458, and to the hub 92 of sprocket 89 is secured a pitman or arm 93. In the present example, it is preferred to provide the pitman 93 as an integral part of the hub 92. The pitman 93 is formed similarly to the pitman 68, being provided with furcate elements 94 for the reception therebetween, of the end H of bar I2, and to which the bar. end 1! may be pivotally connected, as'by the pin 13 heretofore noted in the connection of thebar 12 to the pitman 68. Thus, with bar 12 pinned to the pitman 93, the auxiliary control wheel 81 may be operated to regulate the governor mechanism ll associated with engine H, independently of any regulation of governor IS on engine I (I, as effected through the main control wheel 35.

From the foregoing, it will-be readily observed that when the bar 12 is pinned to the pitman 68,

both engine governors l6 and I! may be regulated simultaneously, through actuation of the main controlwheel 35. With bar 12 disconnected from pitman 68 and pinned to pitman 93, the, auxiliary control wheel 81 may be utilized to effect an independent regulation of governor I! on engine 1 while main control wheel 35 is operable to effect an independent regulation of governor 16 on engine It. Accordingly, the selective connection of the bar 72 to conditions the control mechanism for concurrent or independent regulation of the engine governors, in determining engine speeds.

While the selective connection of the bar 12 to the main and auxiliary controls of the present system, is made through'the pinning of the bar to one or the other of the pitmans 68 and 93, the

same result may be attained through the use of a suitable clutch mechanism, with the clutch arranged to be controlled from the location of the control wheels 35 and 81. I 'A clutch arrangement suitable for this purpose is exemplifiedin Figs.

moved toward the sprocket.

governor I! through bar 12, to the either pitman 68 or 93 pre- 7 and '8, the clutch mechanism being, by preference, of a well known type and comprising a clutch element 95 slidable longitudinally of the shaft end 30- and'operatively secured thereto through a'key or spline 9G. Clutchelement 95 carries'a plurality of projections or dogs 98 on a lateral face thereof,-adapted to seat in cooperate ing recesses 99 provided in a lateral face of the hub of sprocket 89, when the clutch element is The clutch element 95 may be actuated along shaft end 30 by the manipulation of a pivoted yoke element It!!! piv-" otally supporting a member IOI ripheral groove I02 formed in the clutch member. ,The yoke may be pivotally mounted at UM upon a pin I95 carried by asupporting arm I09, the arm I 06 being, by preference, formed as a part of thebearing structure I01 for the shaft end 30. Extending from the yoke portion I04 is engaging a pea yoke operating arm I08, to the outer end I I0 of which is connected one end of a lever system denoted generally. by the numeral I I I, and shown indottedlines in Fig. 3,the lever system operatively associating the yoke and clutch with a clutch actuating member H2 (Fig. 3) located adjacent the engine speed control wheels 35 and 31. It is noted in this instance, that the bar 12 may be permanently pinned to the pitman 93 carried by sprocket 89, thus eliminating any need for the pitman 68 shown in Fig. 5.

The operation of the clutch controlled system is such that when it is desired to control the engine governors simultaneously, through the main control wheel 35, the clutch H2 is operated ina manner to effect an engagement of the clutch element 95 with the sprocket 89, thus to operatively connect the sprocket 89, pitman 93 and the regulating arm IQ of engine control shaft 28. When an independent control of the engine governors is desired, the member H2 is actuated to effect a disengagement of the clutch from sprocket 89, thus permitting an independent control of governor ll through the auxiliary control wheel 81, as heretofore described, anda like independent control of governor lfi'through main control wheel 35 and associated operating elements. Since the clutch actuating member H 2 is disposed adjacent the control wheels 35 and 81, the selective speed regulation of the engines provided by the improved control system of this invention, may be effected entirely from a single control station, as shown in Fig. 3, located either adjacently to or remotely from the engines to 55 be controlled.

The engine speed control apparatus is hereinabove described in connection with two Diesel enactuating member regulating mechanism which forms the subject of the present invention, is indicated at I39 on Fig. 9. 1

Where it is desired. to regulate the engine power transmission from the engine speed control station, this may be accomplished ether by aseparate control therefor, operable from the control station, or in the preferred manner -illustrated in Fig. 9. Considering the control arrangement of Fig. 9, the-structure there illustrated is substituted for the main control shaft 2i shown in Fig. 3, and is essentially-a modification thereof. The modified structure comprises a shaft element N5 of square section, having a round end portion I I5 journalled in a support I I1 and extending outwardly therefrom. Operatively secured to the extended portion II6, as by a suitable keyII8, is a sprocket II9 engaging the chain 3? shown in,Fig.-3. In order to prevent axial displacement of the shaft section H5, the shaft is retained in position by a collar I20 and the sprocket H9, in the manner shown. The remainder of the shaft structure comprises one or more sections, two being shown in Fig. 9 and designated by the numerals I22 and I23, the sections being connected by a coupling element I24. The section 522 is journalled in a support 25 in a manner to permit axial sliding movement of the section, and carries on its free end I25 an operating element or hand wheel I21. The

section I23 is of tubular form, and extending,

within this section is the square shaft section N5, the shaft H5 being constrained to follow the rotary movement of the tubular section by a plurality of elements I28 arranged in spaced relation within the tubular section and secured to the section in any suitable manner. Each of the elements I28 is provided with a square axial opening 25 to receive the square shaft I I5, these elements forming a coupling between the shaft and tubular section for rotary movement and at the same time serving to permit relative axial movement therebetween.

Sleeved on the tubular section-I23 is a transmission control element I35 provided with a laterally extending arm I32, the arm being bifurcated as shown at I33, to receive between the furcate elements I34, one end I35 of the control rod I36, the rod end 535 being pivotally connected to the furcate elements by a suitable pivot pin I31. The control rod I35 extends to the transmission mechanism (not shown) for control thereof, with the actuation of the control effected in the following manner.

The element I35 is constrained to follow axial movements of the section I23 by collars I38 ar ranged on opposite sides of the element and secured to the section by suitable clamping bolts 639. With this arrangement of the transmission control element, the tubular section may be rotated to effect a speed control of the engines without affecting the transmission control, the speed control of course being effected by rotating the shaft structure and sprocket H3 to drive the chain 3'? which in turn, operates the control mechanism associated with the engine governors in the manner heretofore described. Similarly, by axially shifting the sections I22 and I23, the elements I32 and I36 will be actuated to effect a control of the transmission mechanism, this latter control being attainable without affecting the engine speed control, by reason of the sliding connection between the tubular section I23 and the speed control shaft II5 Suitably located on the'shaft section I22 on opposite sides of the support I25, are stop elemerits or collars I45 and I42, these elements being clamped upon the section by clamping bolts I43. The stop elements determine the control settings of the transmission control, as for forward and reverse drive. For example, displacing the shaft section to thezleft of Fig. 9, as by 2&1965696.

pullingthe'handwheel l2! to the-left until the stop element I49 abuts the support I25, determines the reverse drive condition of the transmission, while displacing the sections in the opposite direction until stop I42 engages the support I25, determines the forward drive of the transmission. Provision is made also for indicating the neutral position of the transmission, this being effected through a peripheral groove I44 formed in the section I22 between the stops I40 and I42. Cooperating with the groove is a plunger element I45 which is urged laterally toward the section I22 by a suitable spring I46, the plunger and spring being by preference, seated in an aperture or bo-re'formed in a portion of the support I25, and retained therein by a plug I41, as clearly shown in Fig. 9. Thus, when the plunger seats in the groove, this indicates to the operator the neutral position of the transmission. The neutral indication is attained, as will be readily understood, from the increased effort required on the part of the operator, to displace the shaft section from the position in which the plunger engages the groove. In this connection, to permit the shaft section I22 to be displaced by the plunger without too great effort, the side faces of both the groove and plunger may be sloped or beveled to provide camming surfaces.

A further feature of the presently improved engine speed control mechanism is found in a novel means for selectively limiting the actuation of the control in the direction to reduce engine speed. The control limiting means may be associated with either or both of the control shafts 3i and 85 of the arrangement shown by Fig. 3, or it maybe associated with the control structure shown by Fig. 9. In the present example, it is preferred to illustrate and describe the limit ing means in connection with the modified control structure of Fig; 9, as a matter of convenience, and also, to illustrate the operability of the means independently of axial displacement of the shaft structure for transmission control.

The details of the limiting means are clearly shown in Figs. 9 and 12 through 14. As shown, a flanged sleeve I48 is seated on the shaft section I22 with its flanged end I49 adjacent the shaft support I25. The sleeve is connected to the shaft through a key I50 engaging a key slot I52 formed in the shaft and extending between the stop elements I40 and I42 so as to permit axial displacement of the shaft without affecting the connection of the sleeve thereto. The sleeve is retained in fixed position by a flanged collar I53 engaging thesleeve flange I49 and secured to the support I25 by suitable screws I54. Seated on the sleeve is av split collar I55, the ends I56 of the collar adjacent the split I5-'I being extended outwardly to receive a clamping bolt I58 for securing the collarto the sleeve in any angular position thereon. Astop member I59 is pivotally mounted on a pin I60 carried by a bracket I62 extending from the shaft support I25, in the manner shown in Fig. 9. The free end I63 of the stop is adapted for engagement with a side face I64 of one of the projecting ends I55 of the split collar, thus limiting the control movement of the shaft section I22 and associated control elements. A handle I65 is associated with the stop element for enabling the operator to pivot the stop out of alignment with the face I64 of the split collar, this being done when it is desired to rotate thecontrol shaft and collar beyond the stop. I

" Fig! 1'3illust'rates diagrammaticallmthe angw 'lar extent of control movement of the shaft indicated at I 68. The angular position of the collar I55 on the sleeve I48 is adjusted so that during normal operation of the engines, the speed control may be operated only between the fast speed position I68 and the slow speed position I61, movement of the control shaft I22 toward the slow position being effectively limited through the engagement of the collar projection I56 with the stop member I59. When it is desired to stop the engines for any purpose, the operator may actuatethe handle I to swing the stop out of alignment with the collar projection I56, thus permitting angular movement of the control shaft to the stop position I66. The provision of the stop device assures against overrunning the slow speed position during the normal regulation of engine speed between fast and slow, so as to prevent stalling or premature stopping of the engines.

It will be observed in Fig. 13, that the angular extent of control movement of the shaft section I22 is such that the key I50 seated in keyway I52, does notcontact the spring-pressed plunger I 45 heretofore described, thus there is no interference between these elements throughout the control actuation of the mechanism,

It is to be understood that the invention is not to be limited to the particular embodiments thereof illustrated and described herein, but that alterations and modifications may be made in the structure and arrangement of parts without departing from the spirit and scope of the invention, as defined by the appended claims.

I claim:

1. In combination with a plurality of internal combustion engines each provided with a speed governor, control means for one of said governors, operable at a distance from said engines, control means for a second governor, including a rotatable member, an actuating element connectible between said member and second governor and operating means for said member, operable remotely from said engines, and means adapted for selectively connecting said first control meansto said actuating element for concurrent control of said governors.

2. In combination with a plurality of internal combustion. engines each provided with speed regulating means, control means for one of said regulating means, including a control shaft and shaft-operating means operable remotely fromsaid engines, control means for a second speed regulating means including a member rotatable on said control shaft, an actuating element for said second speed regulating means connectible to said member and mechanism for operating said member remotely from said engines, and means adapted for operating said actuating element from said control shaft for concurrent control of said regulating means.

3. In combination with a plurality of internal combustion engines each provided with speed regulating means, a control shaft operatively associated with one of said speed regulating means, a pair of control elements disposed at a distance from said engines, an operative connection between said shaft and one of said control elements,- an arm pivoted upon said control shaft, a second armsecured to said shaft, an

the selective connection of said second speed operative" connectionibetween said j pivoted arm and the other of. said' control? elements, and

meansoperatively associated with another of a said speed regulating means, adapted for selective connection to either of'said arms. 4.v In combination with" a plurality of intern I combustion engines each provided .withspeed regulating means, a' control shaftoperatively associated with one of said speed regulating means', a plurality of control elements locatedclo- -at' a distance from said engines, an operative connection between said shaft and one of said control elements, a member pivoted upon. said shaft, :xan operative" a'connection between said member and a second control element, means 1 connecting said member and another of said speed regulating means, mechanism carried by said control shaft and operable selectively, to connect said member to the shaft, and an operative connection between said mechanism and a 20 third control element. s

5. In combination with a plurality of internal combustion engines each having speed regulating means, control means for one of said regulating means, including a control shaft operatively associated with the regulating means, shaft actuating means operable at a distancefrom the engines, means yieldably maintaining the shaft in any control position, an independent control for a second speed regulating means including an actuating element, and means adapted for selectively operating said actuating element from said control shaft for concurrent control of said speed regulating means. v

6. In combination with a plurality of internal combustion engines each provided with speed regulating means, control mechanism for one of said regulating means, including a control shaft, means operatively connecting the shaft to said regulating means, a second control shaft located remotely from the engines, sprockets on said shafts, a chain operatively connecting said sprockets, an operating element on said second shaft, control 'mechanism for another of said speed regulating means, and means adapted for regulating means to said second control mechanism for control thereby, or to said first control shaft for control thereof by said first. control mechanism.

7. In combination with a plurality of internal combustion engines each provided with speed regulating means, control mechanism for one of said regulating means, including a control shaft, means operatively connecting the shaft to said regulating means, a second control shaft located remotely from the engines, sprockets on said shafts, a chain operatively connecting said sprockets, an operating elementon said second shaft, control mechanism ,foranother of said speed regulating means, including an arm mounted upon and freely rotatable about said first control shaft, a second arm operatively connected tosaid first control shaft, and means operatively associated with said second'speed regulating means, adapted selectively, for connection to either of said arms. i

8. In combination with a plurality of internal combustion engines each provided with speed regulating means, control mechanism for one of said regulating means, including a-control'shaft, means operatively connecting the shaft to said regulating means, a second control shaft located zets, canxoperating -1-element :on :said second Q shaft, control mechanism. for another ,of said speed regulating :means, including an arm mounted @upon'. .xand :.normallyifree1y t rotatable about said firstcontrol shaft, a connection from c said arm to said'second speed regulating vmeans,

and means operativelyassociated with said first control shaft, for selectively connecting said arm to said first. control :shaft. I

9. Incombination with a plurality of internal combustion engines each, having speed regulating means, control mechanism for one I of said regulating. means, including; a control shaft operatively: connected to. the regulating means, a

v second;- control shaft located remotely from, the xengines, means .;-operative 1y connecting said 9 shafts, controlmechanismior another of said speed regulatingmeans, including an operating element; having a: sprocket thereon, a, sprocket ROBERT L. DICK. 

